Two-cycle internal-combustion engine



D. L. WINTERS. TWG-CYCLE INTERNAL COMBUSTION ENGINE. APPLICATION FIL-ED SEPT. 3. i920. 1,408,329, Patented Feb. 28, 1922.

4 D. L. WINTERS. TWG-CYCLE INTERNAL COMBUSTION ENGINE.

APPLLcAnou man SEPT. s. |920'.

' Patllted Feb. 28, 1922.

2 sains-SHEET 2Q 7 Will/11111111111.:

UNrrED starrt-:v

DAVID'- L. WINTEBS,

0E'A PHILADELPHIA, PENNSYLVANIA.

TWO-CYGLE AL-COMBUSTIUN EN Speciicatien of Letters Patent.

Patented` Feb. 28, 19:22.

Application led September 3, 192D. Serial No. 407,895.

T o ad] whom it may comer Be it known that I, Darn) L. VVIN'rEns. a citizen of the United States, residing at Philadelphia. in the county ot Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Two-Cycle Internal-Combustion Engines. of which the followingV is a specification.

Tl's invention relates to internal combustion engines ot the tivo-cycle type. and has forits primary object the incorporation ot meansin the construction thereof to increase the reliality of their operation under excessively throttled' or idling conditions.

@ther objects of' this invention will be specifically pointed ont herein.

In, theE operation of a two-cycle internal conibl istipn engincit is practically impos- 'sjbletosecnre satisfactory operation under egcesnsgvely tl'iljotted or idling conditions isnot so in the operation cfa four- Grce engine.

' Y n excessive throttling of a tour-cylinder four-cycle engine for idling purposes a. substantial vacuum is created in the Work- 'n end of one of the cylinders at all times. 'Igeinyternalresistance which is thus created inthe-absence offan operative load, necessita. e'sgtheruseoffan effective charge, or one oi' su lient' voluin to securev proper ignition and y'combustin. and this ensures reliable operation asf'our-cycle engine at greatly reduced" speedi when idling.

n a. multiple cylinder two-cycle engine however there are presented not only twice as many power impulses per revolution. but there is no vacuum created in the working endet-uf theV cylinders when idling, such as above described in thie operation of a four- Cir* engine 'Alisqls'tlie crank cases of two-cycle enare utilized as air or gasi pumps, Vdei pending "on the location of tlie f':arieureter?` vvh'eri e volfume of thecharge is greatly reduced by throttling, the pumping of' air and theinternirli resistance occasioned thereby is equally reduced, thus presenting substantlall"a no; resistance to the movement of thc on under excessivethrottlect conditions nr theabsencectangcperative load, Due to these conditions andl because the inlet ports to the en ine cylinders Ydo not remain open nearly as ong as in the four cycle type, the engine .will race" for an instant when the load is remevefaad then stop, as its speed is not retagltdlid'byV internal' resistenti@ vhile the passage *of fuel to the engine is being very greatly retarded. and thus prevents the entrance of an effective charge upon'the racing of the engine.

It is known that a two-cycle engine may be permanently attached to the propeller shaft ofa boat and successfully throttled to a very slow speed, for the reason that While the load is greatly decreased by such decrease in speed, the resistance presented by the load to the engine when the charge is excessivelv throttled, reduces the speed of the engine sutliciently to permit the furnishing' of an eilective charge thereto.

The operation of a two-cycle engine as above outlined has prevented the successful appllcation of such an engine for vehicle propulsion. and it isa further object of this invention to provide a two-cycle engine with means whereby it is adapted for successful operation for power transmission to vehicles.

Thls object is obtained by the provision of a slight or comparatively small non-operative load (as contra-distinguished from the load upon the engine during the propulsion ofthe vehicle)VV which is to be applied to the engine when the.- same is idling or running' free or' the drivingmechanism of the vehicle, and therefore operating under eX- cessively throttled'conditons. The substitus tiorr of this non-.operative loadLtor the opera-,- tive load when idlingresults in a positive reduction in speed which causes the intake ports of the engine to remain open a sufficient length of time to compensate tor the restriction in flow of fuel thereto, thus in suring the furnishing of an effective charge, and the desired reliable operation of.' the ene. In order to accomplish the desired results it is intended yWithin the scope ot this in? vention to retain orapplythenonoperative l.

load referredtoj internally of the engine by suitable means hereinafter described.

With the foregoingV and other objects in view as willbe apparent, this invention consists in the peculiar construction and combination of the various relatedelements et?V a: two-cycle engine as described and more particularly pointed' ont in the appended claim. Y Y

Referring to the accompanying drawings forming a por-tion of this specification and in which the same reference numerals indi cate thesame parts wherever used,

Fig.` 1. is a side elevation of a multiple cylinder two-cycle engine illustratingr the preferred embodiment of this invention as applied thereto;

ig. 2 is a vertical section on line of Fig. l;

Fig. 3 is a modified form of the device as applied to a single cylinder two-cycle engine; and V Fig. 4 is a horizontal section on line %4 of Fig. 3.

Referrin .particularly to Figs. 1 and 6 and 7 esignate the engine cylinders mounted upon crank cases 8 in which is housed the crank shaft 9 carrying connecting rods 10 which are driven in the usual manner by pistons 11.

A carbureter 12 of any suitable type is adapted to supply the mixture to t-he crank cases 8 by means of an intake manifold 13 having intake ports 14 and 15 of usual construction and controlled by a throttle valve (not shown) by a lever i6 of any approved type.

suitably mounted at 17 on the cylinder 7 is the control lever 18 adapted to be adjustably held in position by means of a quadrant 19, the lever 18 being extended to form a foot 20 which carries a rod 21 to which is pivotally connected at 22 a sec-0nd rod 23 which extends downwardly through an eye 24 formed in the throttle lever 16. The rod 23 is provided with an adjusting nut 25 at a point directly above the eye 24 of the lever 16, and also carries below the eye 24 a spiral spring 26 the upper end of which bears against the eye 24 and is adapted to be tensioned thereagainst by meansof an adjusting nut 27 threaded upon the rod 23. The rod 23 terminates in a pivotal connection 28 the purpose of which will be hereinafter explained.

The crank cases are in controlled communication with each other through the medium of a piping connection 29 carrying a plug valve 30 adapted to control the communication between said crank cases and havin an operating lever 31 which is con necte to theA pivotalconnection 28 of the rod 23 heretofore described.

Adjacent the throttle lever 16 and So positioned as to adjustably lirnit'the upward movement thereof isa stop 32 verticali adjustable withinits support 33.

cans, indicated as a Whole by 63, are provided to connect the engine with a driving shaft.

VThe operation Yof the construction shown in Figs. V1 and 2 is as follows:

ile operating under ordinary Vload conditions the throttle lever 16 is lowered by'fmeans of the lever 18 to e'ect an openingof th'ethrottle valve (not shown) and through the medium of the rod 23 and the lever 31, the plug valve() is closed,v and operates in a closed position until such The spring 26 operates to close the throttle valve as shown, and also permits a further movement of the rod 23 through the eye 24 after the lever 16 has engaged the stop 32 to effect a further opening of the plug 30, thus increasing the waste of pressure above referred to.

In the construction illustrated in Figures 3 and 4 the single cylinder is indicated by the numeral 34, the segment 19, lever 18Vand rod 21 with its pivotal connection 22 being of the same construction as heretofore described. Pivotally connected at 2 2 to the rod 21 is a second rod 35 which passes through the eye 24 of the throttle lever 16 controlling the throttle valve 36 in the intake port 36. The adjusting nut 25 is located as in Figs. l and 2, as also are the spring 26, adjusting nut 27, and the stop 32 ,with its support 33.

Rod 35 terminates in a member 37 havin a vertical side face 38, which is Ybeveled at 39, as shown. An outwardly opening valve 40 normally held closed by a spring 41 carried by the valve stem 42 isrlocated 1 mounting for the member 37. The carhu-r retor 45 is located inthe usual position for two-cycle engines of the air pump typeaxld delivers fuel through the intake `46. The usual form of inwardly opening check valve 8 s present in the crank case 8.

The construction shown in Figs. 3 and `l operates as follows:

In this construction 4the carburetor V45 is located at the intake 36 and the crank case 8 is utilized for pumping air` onlyQand L.

is provided with an` air inlet valve BVanfd with an air outlet valve 40. Y

The operation of the throttle valve 36, the stop 32, the levers 16 and 18 and Ythe spring 26, is substantially the same as in the construction shown'in Figures 1 and 2.

During operation under load conditions therefore the vertical face of the member 3'? prevents a movement of the valve stem 42 and thereby the openin of the valve 40 by the pressure in the era case 8.

W hen, therefore, the throttle lever 16 engages the stop 32 by vertical movement of the rods 2l and 35 to throttle the engine, the bevel 39 of the member 37 permits a slight opening of the valve 4() und thereby a Waste of pressure in the crank case 8.

By permitting the crank-case outlet valve to open just before the lower dead center is reached the pressure in the crank case is relieved and a suction load placed upon the piston; thus the engine is prevented from racing, that is, Working against pressure in the crank case on the downward stroke and against a partial vacuum on the upward stroke.

Considerable variation of the details as described herein may be resorted to without departure from the spirit of the invention which is to be construed in the light of the following claim.

Having thus described my invention what I claim as new and desire to secure by Letters Patent is:

The combination with `a two-cycle internal combustion engine having a cylinder and crank case, of means to supply an eilicient charge of fuel thereto when idling, of means to compress air or an explosive mixture in the crank case thereof, means to admit a portion of said air or mixture to the cylinder thereof, and means to permit the release from said crank case of a portion of said air or mixture, for the purpose set forth.

In testimony whereof I affix my signature hereto.

DAVID L. WINTERS. 

